opinion that it is impracticable to outline a plan for permanent improvement which can be completed at a given cost. It is, however, believed that the 119 miles of river between Corvallis and Portland is susceptible of improvement under a continuous system of snagging and dredging with auxiliary dam and revetment construction, and that ultimately a low-water depth of from 2 to 3 feet can thus be obtained between Corvallis and Portland. It is therefore recommended that the work of general improvement, with the exception of snagging during the high water season, be confined to the river below Corvallis, and that provision be made, if possible, by which the work of snagging and dredging may be continued annually. On this 119 miles of river there are some twenty or more distinct shoals, varying in depth from 1 to 24 feet, and are for the most part composed of loose, shifting sand and gravel. It is proposed to gain the desired low-water depths over these shoals by dredging a narrow channel, generally along the line of greatest current, and in some cases to augment and maintain this channel by construction of wing and closing dams. There are also points along the Willamette River where the highwater current threatens the formation of new channels by reason of adjacent low ground and badly caving banks, to the injury of the immediate locality as well as to navigation. The protection of such points, while in some cases of local as well as of general benefit to the river, should be included in the project for general improvement. At Corvallis and Independence revetments have been constructed and require maintenance and extension, and at Albany a revetment is contemplated, as outlined in the report from this office to the Chief of Engineers, dated April 13, 1903. Serious encroachments in the banks have been made in recent years opposite Salem and just below Wheatland, and it is evident that extensive revetments must in time be constructed, particularly below Wheatland, to prevent the formation of new channels. On the lower stretch of river at Rock Island, 17 miles above Portland, and near Oswego, 8 miles above Portland, there are reefs and rocks, more or less a menace to navigation, which should be removed by blasting. The removal of the Oswego reef (Copeleys Rock) is included in an estimate submitted in a report from this office to the Chief of Engineers on a survey of the Willamette River between Portland and Oregon City, dated May 1, 1903. The existing project provides for a low-water depth of 12 feet over the first 8 miles of river between Portland and Oswego, and to obtain this depth shoals at Ross Island and Sellwood must be dredged, as outlined in the above-mentioned report dated May 1, 1903. It is recommended that this provision be retained in the revised project, and that the down-stream limit of the 12-foot channel be at the head of deep water navigation in the harbor of Portland, approximately 1 mile above Madison Street Bridge, and that the deepening of these shoals be made a part of the general dredging operations on the upper Willamette to be done at such time as the demands of commerce shall necessitate. On the Yamhill River no work is at present required except general snagging and some little dredging each year. The last river and harbor act provided for the construction of a 1 cubic yard dipper dredge for use on the Willamette and Yamhill rivers. Satisfactory plans for this dredge have been secured, and the contract for its construction is now pending. It is expected that the dredge will be built during the coming winter and be ready for use at the beginning of the low-water season of 1904. The hull of the snag boat Mathloma, built in 1896, is now in need of renewal. The boat is in commission, rendering efficient service, but it is believed that it can not be operated with safety in its present condition longer than one year more at the most, and it is recommended that a new hull and house be constructed as soon as practicable. In equipping the new boat, new steam capstans should be provided to replace those now in use, which were originally purchased in 1886 for one of the early snag boats, and which are now of old pattern, worn out, and unsuitable for the work required. All other snagging equipment, hoisting engines, and main propelling machinery are in good condition and can be transferred to the new boat. The boiler, which has been in use for a number of years on several boats, is apparently in good condition, but it is possible that it may not be able to fully meet the requirements now demanded by marine regulations, and in case it should not a new boiler will also be a necessity. The pile driver, which has been in use on the upper river for the past six years, is also in need of extensive repair, and will require a new scow and hammer gins during the coming year. A detailed estimate of the cost of the work proposed under this revised project is as follows: 1. Repairs to plant, including snag boat and pile driver.. 2. Corvallis revetment, maintenance and extension.... 3. Albany revetment, new 4. Independence revetment, maintenance and extension. 5. Salem revetment, new 6. Wheatland revetment, new. 7. Rock Island reefs, removal 8. Copeleys Rock, removal.. 9. Dredging, Portland to Oswego (not at present necessary) $19,000 10,000 10. Auxiliary dams, and maintenance of existing works, two years' time... 30,000 11. Snag boat and crew, sixteen months' time... 12. Dredge boat and crew, twelve months' time. Total Engineering, office expenses, and contingencies, 10 per cent... Total cost.... 24,000 12,000 194, 100 19, 400 213,500 Item 9 can be omitted for the present. Item 1 is needed as soon as it can possibly be obtained. Items 10, 11, and 12 provide for auxiliary dam construction, maintenance of existing works, and the operation of the two boats for a period of two years. If annual appropriation can be secured, $33,000 will be sufficient. In connection with the general dam construction and repairs, there may be points other than those named above where revetments will be needed in the future. The estimate may then be stated as follows: Engineering, office expenses, and contingencies. For immediate expenditure on permanent works, items 2 to 8.. Total. 123,000 For maintenance and extension of existing works annually, item 10 15,000 18,000 3,300 Total for maintenance and operation per year. 36, 300 The first appropriation, therefore, should be $195,600, and $72,600 every two years thereafter. Respectfully submitted. U. S. ENGINEER OFFICE, NORTHERN PACIFIC DIVISION, San Francisco, Cal., November 2, 1903. Respectfully forwarded to the Chief of Engineers, United States Army. For reasons stated, I believe it is impracticable to maintain 2 to 24 feet low water channel depths between Corvallis and Eugene. If snags lodge or form in this portion of the river I should recommend their occasional removal by the Government snag boat, if that be practicable, at reasonable expense, rather than abandon that long stretch of river. The other parts of the project and estimate are recommended for approval. W. H. HEUER, Lieut. Col., Corps of Engineers, V V 2. OPERATING AND CARE OF LOCK AND DAM IN YAMHILL RIVER, OREGON. OPERATIONS DURING THE FISCAL YEAR 1904. The lock was closed to navigation because of high water on November 6, 1903, and during the following winter months, until April 8, was closed to traffic ninety-three days and open sixty-one days. Since April 8 the lock has been continuously available for navigation. The highest water of the year occurred February 18, and registered 11 feet above the top of the lock walls. This high water caused no damage to the lock or dam nor to the adjacent banks and slopes. During the year the lock, dam, adjacent grounds, and general property have been kept in repair. The gates, operating gear, and lock buildings were painted and gravel walk ways laid in the grounds in lieu of wood to overcome flotation at high water. Detail summary of expenditures for operating and care of lock and dam in Yamhill River, Oregon, during fiscal year ending June 30, 1904. Summary of expenditures made in operating and caring for lock and dam in Yamhill River, Oregon, during the fiscal year ending June 30, 1904, submitted in compliance with river and harbor act of July 5, 1884. Statement showing traffic through lock and dam in Yamhill River, Oregon, during fiscal year All freight carried was logs, with the exception of 1 ton of crawfish and 48 tons of gravel. There have been no steamer lockages during the year, both lines of boats which formerly ran to McMinnville having abandoned the run above Dayton (2 miles below lock) because it is claimed that uncertainty of lock operations during the high-water season makes it impossible to compete with railroad rates. For report on examination of this lock and dam with a view of correcting this feature, see House Document No. 78, Fifty-eighth Congress, second session, and Appendix V V 11 herewith. The relative location of the Yamhill River, the lock, dam, and adjacent points are shown on a map accompanying last year's report for improving Williamette and Yamhill rivers, published in the Annual Report of the Chief of Engineers for 1903, page 2260. Money statement. Amount allotted July 14, 1903, from indefinite appropriation. June 30, 1904, amount expended during fiscal year, for maintenance of improvement $2,300.00 1,256. 21 IMPROVEMENT OF COLUMBIA AND LOWER WILLAMETTE RIVERS BELOW PORTLAND, OREGON. For further information relative to the improvement of these streams, attention is invited to the summary of this report. OPERATIONS DURING THE FISCAL YEAR 1904. During the year the works of improvement consisted in deepening the channel by dredging; removing the old revetment at the head of Coon Island; dredging an opening in Swan Island dike; snagging; blasting out a submerged rock in the Columbia River opposite La Du, and miscellaneous work connected with surveys, etc. Besides the work done by the United States, the port of Portland did extensive work with its dredges, and also constructed a floating dry dock which is located at St. Johns, Oreg. Extensive improvements were also carried on at the new Government moorings. |